Tesla notes on its website that the semi-truck will consume “less than 2 kWh / mile”. If we’re to factor in a worst case scenario of 2 kWh of energy used per mile travelled, this would equate to 800 kWh of energy consumed in 400 miles (644 km) of travel. Tesla’s Megacharger would need to have a tremendous power output of 1.6 MW, or thirteen times the power level of a standard Supercharger to be able to replenish 400 miles of battery range in 30 minutes. This, of course, is based on the assumption that the Tesla Semi will consume 2 kWh of energy per mile which in reality will probably be less, as Tesla notes.
That would be a problem challenge.
I can see several major problems for the Tesla truck in Australian long distance work
400 miles may be a useful range in Europe or parts of the USA, where reasonable sized cities are around that distance or less apart.
In many parts of Australia, the places around 400 miles apart may well be "roadhouses" in the middle of nowhere, with a bunch of fuel pumps, a restaurant/fast food place, & that's all!
Usually, these are powered by a largish solar array, with a standby diesel, but in some cases, a diesel alone is used.
Such a setup would be unable to supply enough energy to operate
one "megacharger", whereas even the smallest sites can refuel several diesel trucks simultaneously.
Even if they could do one charger, with, say, 4 Tesla trucks, lined up, the last arrival will be waiting for 2 hours, not 30 minutes.
Another thing is the very poor ground clearance----- there are still truck routes which traverse unsealed roads, although they are usually quite good ones, (in the dry season ).
In the "wet", all bets are off, & ground clearance becomes important.
All of the above means that the best "fit" for Tesla trucks is urban delivery, where their advantages are more evident, whilst their shortcomings are not so important.